Aerodynamic devices for moving vehicles

ABSTRACT

A vehicle or trailer assembly is disclosed comprising at least one fan positioned on an exterior of the vehicle or trailer, wherein the at least one fan redirects or accelerates air moving over, around, or through the exterior of the vehicle or trailer. Also disclosed is a fan assembly comprising a manifold configured to be positioned on an outside surface of a vehicle, along an axis transverse to a direction of travel of the vehicle. The fan assembly also includes a plurality of motorized fans rotatably mounted along the axis of the manifold, such that the motorized fans are configured to accelerate air passing along the outside surface or within an exterior of the vehicle, in the direction of travel of the vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This patent application claims the benefit of priority under 35 U.S.C. §119 to U.S. Provisional Patent Application No. 62/425,671 filed Nov. 23,2016, and to U.S. Provisional Patent Application No. 62/363,472 filedJul. 18, 2016, both of which are herein incorporated by reference intheir entireties.

TECHNICAL FIELD

Various aspects of the present disclosure relate generally to devices,systems, and methods configured to improve fuel economy and/oraerodynamics in moving vehicles. More specifically, the presentdisclosure relates to aerodynamic devices, systems, and methods forimproving fuel economy and/or aerodynamics in moving vehicles.

BACKGROUND

According to the American Trucking Association, trucks move more than9.4 billion tons of freight in the U.S. every year. This represents68.5% of all freight by tonnage and over $642 billion of revenue, orabout 81% of revenue from all U.S. freight transport modes. This vitalindustry has grown in importance as customers now expect to receiveshipped items within days or even hours, a value proposition that onlythe versatility and speed of trucking can match. Additionally, new endcustomer demands for speed mean business-to-business transactions musthappen faster.

As a result of the push for faster and cheaper delivery, efficiency isat a premium. The Department of Transportation estimates that trucks onU.S. highways consume more than 43 billion gallons of fuel annually.That represents over 1,700 gallons per vehicle and just 7.3 miles pergallon. This consumption also represents a significant contribution togreenhouse gases and air pollution. While strides have been made incleaning air output in diesel engines, fuel efficiency remainsunaddressed. Improving fuel efficiency reduces total fuel usage andhelps the trucking industry to be more sustainable, while also meetingthe growing performance demands stemming from customer deliverypreferences. An electrically powered truck consumes less fuel, butproducing, transmitting, and storing of that electricity likely stillrequires fuel. Furthermore, an electrically powered truck does not movethrough the air more efficiently than a gas or diesel powered truck.

Fuel efficiency may be improved by looking beyond the powertrain. Ofcourse, the power train and simple rolling resistance are keycontributors to fuel efficiency, but as trucks reach highway speeds,resistance from air friction and pressure friction causes up to 70% offuel burn or other energy consumption. Pressure drag represents morethan 90% of total drag. While existing accessory products on the marketpromise to improve drag efficiency by redirecting air, most productsonly contribute to marginal gains and lack durability. New products ableto generate increased gains at a lower cost may improve fuel burn andenergy consumption efficiency. Moreover, devices, systems, or methodsthat improve fuel burn and energy consumption efficiency in tractors andtrailers may apply to other vehicles, even though the size and shapesmay differ.

The devices and methods of the current disclosure may rectify some ofthe deficiencies described above or address other aspects of the priorart.

SUMMARY

Examples of the present disclosure relate to, among other things,aerodynamic devices for moving vehicles. Each of the examples disclosedherein may include one or more of the features described in connectionwith any of the other disclosed examples.

Aspects of this disclosure may improve upon past efforts to achieveefficiency through trailer design by focusing primarily on pressure dragimprovements and on air and road friction improvements. Rather thanredirecting air flowing past a vehicle or trailer, aspects of thepresent disclosure use fans and other devices to generate air flowand/or accelerate the air passing the trailer or tractor, thus reducingspeed differential and allowing the trailer or tractor to pass throughair with less pressure and friction drag. These air speed-changingdevices may be placed at various locations, for example, the sides, top,undercarriage, and/or aft of the vehicle or trailer. These devices maybe positioned in multiple locations across the trailer and may be usedin conjunction with other data sensors, such as, for example, wind speedindicators, to allow the air speed-changing devices to assist inreducing drag and instability due to cross winds and improving fuelefficiency. The air speed devices may also provide lift by thrustingdownward, and such downward positioning may reduce road friction andimprove fuel efficiency. Furthermore, the air speed devices may becontrolled and/or programmed to correlate to the wind speed, that is,the speed at which the vehicle is moving relative to the air, ratherthan to the ground. For example, the data sensors may detect the windspeed, and may signal and/or control the power and/or programming of theair speed devices such that the air speed devices accelerate the airpassing the trailer or tractor to match or to approximate the windspeed.

Several additional features may potentially enhance the benefits of theair speed devices. In one instance, the devices may have the ability toreverse thrust, which may allow more efficient braking, save energy, andreduce wear on the drive train (i.e., reducing the use of enginebraking) and brake pads. This reverse thrust may be combined with flapsto create beneficial drag when desired.

In another instance, in some cases, an air speed device may become aparasitic load on a tractor's battery system or reduce efficiency gainsthrough the device's additional weight. Depending on the cargo carriedby the trailer and the duty cycle (e.g., extended highway time vs. shorttrips to relay merchandise between local warehousing), small solarpanels may be added to the trailer roof to improve the efficiency of thebattery system, exploiting an underutilized surface when used incombination with an auxiliary battery system. Alternatively, an airspeed device may be powered by any power source, including a combustionengine, such as, for example, the engine of the tractor, an electricengine, a hybrid engine, or any other power source. The air speeddevices may also have a weight such that their net benefit remainspositive. As such, the air speed device may be constructed of variouslight, yet strong, materials.

Both the foregoing general description and the following detaileddescription are exemplary and explanatory only and are not restrictiveof the features, as claimed. As used herein, the terms “comprises,”“comprising,” “including,” “having,” or other variations thereof, areintended to cover a non-exclusive inclusion such that a process, method,article, or apparatus that comprises a list of elements does not includeonly those elements, but may include other elements not expressly listedor inherent to such a process, method, article, or apparatus.Additionally, the term “exemplary” is used herein in the sense of“example,” rather than “ideal.” It should be noted that all numericvalues disclosed or claimed herein (including all disclosed values,limits, and ranges) may have a variation of +/−10% (unless a differentvariation is specified) from the disclosed numeric value. Moreover, inthe claims, values, limits, and/or ranges means the value, limit, and/orrange +/−10%.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and constitute apart of this specification, illustrate exemplary features of the presentdisclosure and together with the description, serve to explain theprinciples of the disclosure. There are many aspects and embodimentsdescribed herein. Those of ordinary skill in the art will readilyrecognize that the features of a particular aspect or embodiment may beused in conjunction with the features of any or all of the other aspectsor embodiments described in this disclosure.

FIG. 1 illustrates an exemplary air acceleration trailer system,according to aspects of this disclosure.

FIG. 2 illustrates a rear view of an exemplary air acceleration trailersystem, according to aspects of this disclosure.

FIG. 3 illustrates a portion of the rear view of the exemplary airacceleration trailer system of FIG. 2, according to aspects of thisdisclosure.

FIGS. 4A and 4B illustrate side views of exemplary air accelerationelements, according to aspects of this disclosure.

FIGS. 5A and 5B illustrate cross-section views of exemplary airacceleration elements, according to aspects of this disclosure.

FIGS. 6A and 6B illustrate end views of exemplary air accelerationelements, according to aspects of this disclosure.

FIG. 7 illustrates an additional exemplary air acceleration trailersystem, according to further aspects of this disclosure.

FIG. 8 illustrates an additional exemplary air acceleration trailersystem, according to further aspects of this disclosure.

FIG. 9 illustrates an additional exemplary air acceleration trailersystem, according to further aspects of this disclosure.

FIG. 10 illustrates a top view of a portion of the air accelerationtrailer system of FIG. 9, according to aspects of this disclosure.

FIG. 11 illustrates a side view of a portion of the air accelerationtrailer system of FIG. 9, according to aspects of this disclosure.

FIG. 12 illustrates a cross-section view of a portion of the airacceleration trailer system of FIG. 9, according to aspects of thisdisclosure.

FIG. 13 illustrates an additional exemplary air acceleration trailersystem, according to further aspects of this disclosure.

FIG. 14 illustrates an additional exemplary air acceleration trailersystem, according to further aspects of this disclosure.

FIGS. 15A and 15B illustrate cross-section views of exemplary airacceleration elements, according to aspects of this disclosure.

FIGS. 16A and 16B illustrate cross-section views of additional exemplaryair acceleration elements, according to aspects of this disclosure.

FIG. 17 illustrates a cross-section view of an exemplary airacceleration element, according to aspects of this disclosure.

DETAILED DESCRIPTION

Examples of the present disclosure relate to devices and systemsconfigured to improve vehicular energy efficiency. The devices andsystems may be used to improve aerodynamics by reducing drag, and thusimproving fuel efficiency.

Reference will now be made in detail to examples of the presentdisclosure described above and illustrated in the accompanying drawings.Wherever possible, the same reference numbers will be used throughoutthe drawings to refer to the same or like parts.

According to aspects, as detailed in FIG. 1, a trailer system 10 mayinclude a tractor or cab 12 and a trailer 14, with a plurality of airspeed devices or fans 16 mounted on or otherwise positioned on trailer14. Fans 16 may be arranged in one or more groups or bands 18. Trailersystem 10 may also include one or more solar panels 20 and/or a batterypack 22.

Cab 12 may be a tractor-trailer type cab, which may be powered by adiesel engine, electric engine, hybrid engine, or any other powersource. Cab 12 may include any appropriate coupling to trailer 14. Thecoupling may include an electrical connection as well, such thatelectricity and other signals may be transmitted between cab 12 andtrailer 14.

Trailer 14 may be any appropriate trailer, either integral with cab 12or otherwise coupled to cab 12 such that cab 12 may pull trailer 14.Trailer 14 includes a front portion 24 and a rear portion 26, with frontportion being closer to cab 12 and rear portion 26 being farther awayfrom cab 12.

While the present disclosure and drawings are described in the contextof semi-or tractor-trailer-type trucks, it should be appreciated thatthe presently disclosed devices and systems may be applicable to anymoving vehicle, ranging from passenger cars, including SUVs and buses,to freight trains or locomotives. Moreover, the presently discloseddevices and systems may be applicable to any type of cargo trucks,including box-type trucks, delivery vans, or the like.

As mentioned, fans 16 may be arranged in one or more bands 18, and maybe mounted on or otherwise coupled to trailer 14. Fans 16, which mayalso be other pump devices, may redirect and/or accelerate air passingover or around trailer 14. Fans 16 may be mounted on an existing trailer14, or may be integrally produced with trailer 14. Bands 18 of fans 16may be positioned on a top, both sides, and a bottom of trailer 14. Asshown in FIG. 1, bands 18 of fans 16 may be positioned at rear portion26 of trailer 14. Fans 16 may be arranged such that one band 18 is onthe top, one band 18 is on each side, and one band 18 is on the bottomof trailer 14. Alternatively, multiple bands 18 of fans 16 may bepositioned on the top, each side, and the bottom of trailer 14.

One or more solar panels 20 may be positioned on the top of trailer 14,and battery pack 22 may be positioned within or mounted on, for example,the bottom or underside, of trailer 14. Solar panels 20 and battery pack22 may be electrically coupled to fans 16 to generate and/or deliverpower to operate fans 16. Solar panels 20 may also be electricallycoupled to battery pack 22 to store collected energy to be saved forlater use. Solar panels 20 and battery pack 22 may allow for fans 16 tobe operated separate from the engine and other electrical components ofcab 12. Furthermore, solar panels 20 and battery pack 22 may beelectrically coupled to cab 12 to deliver energy to power electricalcomponents of cab 12, potentially reducing the fuel and batteryconsumption of cab 12.

As shown in FIGS. 2 and 3, in one aspect, fans 16 may be positioned inthe same plane as a rear face 28 of trailer 14. Rear face 28 may includeat least one door, and fans 16 may be integral with the at least onedoor, or may be positioned around a perimeter or an exterior of the atleast one door. In this aspect, although not shown, fans 16 may includean inlet duct for air to be taken in and accelerated by fans 16. Fans 16may include one or more blades 30, which may be powered by smallelectric motors. Blades 30 may be relatively small, rigid, rotatingblades, and may be integrated into a groove or channel in order toensure aerodynamic efficiency. In an example, each fan 16 may includeone, two, three, four, or even a multitude of blades 30. Each blade 30may be made from a light, but strong material, including, for example,carbon fiber, graphite fiber, plastic, or other similar materials.

FIGS. 4A and 4B illustrate cross-section views of various types of fans16. FIG. 4A includes fan 16 in a manifold or housing 32. Housing 32 mayinclude an attachment or hole 34 for a bolt or other element to securehousing 32 to trailer 14, and although not shown, hole 34 may bethreaded. For example, bands 18 of fans 16 may be bolted to trailer 14,as shown in FIG. 1, to retrofit trailer 14 with fans 16. Each fan 16 maybe separately secured to trailer 14 using, for example, bolts, screw, orwelding, or band 18 of fans 16 may be secured to trailer 14. Housing 32may also include one or more screens 36, for example, on one or both offront and back sides of fan 16. Screens 36 may protect fan 16 and/orensure that debris or other materials do not interfere with fan 16 andblades 30. Housing 32 may also contain the electric motor and otherelements that power blades 30. Housing 32 may further include a securingelement 38 to couple a top portion 40 to a bottom portion 42. As shownin FIG. 4B, fan 16′ may be a scroll fan or centrifugal fan. System 10may include a mixture of fans 16 with blades 30 and scroll fans 16′.

FIGS. 5A and 5B illustrate end views of a plurality fans 16 and aportion of fan 16′, respectively. FIGS. 6A and 6B illustrate a pluralityof bands 18 and 18′ of fans 16 and 16′. As shown in FIG. 6A, band 18 mayinclude, for example, twelve fans 16, and four bands 18 may bepositioned on, for example, a top side of trailer 14. Four bands 18 maybe approximately 2.54 meters (100 inches), and may correspond to the topside of trailer 14. As shown in FIG. 6B, a band 18′ may include, forexample, three scroll fans 16′, and four bands 18′ may be positioned on,for example, a top side of trailer 14. Four bands 18′ may beapproximately 2.54 meters (100 inches), and may correspond to the topside of trailer 14. In both FIGS. 6A and 6B, although not shown, solarpanels 20, may be included above or in front of bands 18, 18′ along thelength of trailer 14, or may be otherwise positioned on trailer 14 asdiscussed above.

The operation of fans 16 may aid in reducing drag and/or achieveaerodynamic braking, thus improving fuel efficiency. If fans 16 areemployed to direct and/or accelerate air toward the rear of trailer 14or straight back behind trailer 14, trailer 14 may move more efficientlythrough the air. Furthermore, fans 16 may be angled to direct air towardthe center of the rear of the trailer 14, that is, with fans 16 on a topof trailer 14 directed downward, fans 16 on the sides of trailer 14directed inward, and fans 16 on a bottom of trailer 14 directed upward.Fans 16 on the four sides of trailer 14 may direct air in a cone-likeshape, which may help trailer 14 to move more efficiently through theair. If fans 16 are employed to direct and/or accelerate air toward thefront of trailer 14, trailer 14 may brake more efficiently and/or reducewear on the brakes and other components in cab 12 and trailer 14.Additionally, deactivating fans 16 may aid in braking and/or assisttrailer system 10 to slow down by increasing the pressure drag ontrailer 14. For example, fans 16 may be electrically coupled to a brakepedal or cruise control setting within cab 12 such that fans 16 areautomatically deactivated when the brake pedal is depressed or thecruise control speed is decreased.

Trailer system 10 may further include at least one sensor, for example,an air or wind speed sensor to measure the speed at which trailer system10 moves relative to the air. The at least one sensor may be operablycoupled to fans 16, for example, to the motor of fans 16. The powergenerated by the motors and/or the speed at which the blades 30 move maybe correlated to the values measured by the sensors. In one aspect, fans16 may include programming and/or a controller configured to controlfans 16 based on the values measured by the sensors. For example, basedon the values measured by a wind speed sensor, the power and/or speed offans 16 may be adjusted. Specifically, if trailer system 10 is facing ahead wind, the power and/or speed of fans 16 may be greater than iftrailer system 10 is in a tail wind. This may be the case even iftrailer system 10 is traveling at the same ground speed. By controllingfans 16 in relation to a detected or sensed wind speed, trailer system10 may experience a reduced pressure drag, which may help reduce fuelburn or power consumption.

FIG. 7 illustrates an alternative example with similar elements totrailer system 10 shown by 100 added to the reference numbers. Thisaspect includes a trailer system 110 with a truck or cab 112, trailer114, one or more solar panels 120, and a battery pack 122. Trailersystem 110 may include two sets of bands 118A, 118B of fans 116A, 116Bmounted on or otherwise coupled to trailer 114. In this aspect, fans116A may be attached to rear portion 126 of trailer 114, and may beconfigured to direct air toward the rear of trailer 114. Fans 116A mayreduce the drag on trailer 114, and may help to improve fuel efficiency.Fans 116B may be attached to front portion 124 of trailer 114, and beconfigured to direct air toward the front of trailer 114. Fans 116B mayassist in braking, which may help to reduce wear on the brakes and othercomponents. As discussed above, fans 116A, 116B may be electricallycoupled to a brake pedal or cruise control setting within cab 112 toselectively and/or automatically control fans 116A, 116B.

FIG. 8 illustrates an alternative example with similar elements totrailer system 10 shown by 200 added to the reference numbers. Thisaspect includes a trailer system 210 with a truck or cab 212, trailer214, one or more solar panels 220, and a battery pack 222. It is notedthat, as shown in FIG. 8, solar panels 220 may be discrete sets of solarpanels, or may be continuous solar panels (FIGS. 1 and 7). Trailersystem 210 may include three sets of bands 218A, 218B, 218C of fans216A, 216B, 216C mounted on or otherwise coupled to trailer 214. In thisaspect, fans 216A may be attached to rear portion 226 of trailer 214.Fans 216B may be attached to a middle portion 244 of trailer 214, andfans 216C may be attached to front portion 224 of trailer 214. Fans216A, 216B, and 216C may all be configured to direct air toward the rearof trailer 214, and may reduce the drag on trailer 214, which may helpto improve fuel efficiency. Alternatively, fans 216A and fans 216B maydirect air toward the rear of trailer 214, and fans 216C may direct airtoward the front of trailer 214.

Turning now to FIGS. 9-12, the figures illustrate a further alternativeexample of an aerodynamic device for moving vehicles, with similarelements to trailer system 10 shown by 300 added to the referencenumbers. As such, this aspect includes a trailer system 310 with a truckor cab 312, trailer 314, one or more solar panels 320, and a batterypack 322. Furthermore, trailer 314 may include a opening 346, whichinternally directs airflow to interior, ducted fans 316. As discussedabove, fans (not shown) may be coupled to an exterior of trailer 314and/or embedded in the walls of the trailer 314. In one aspect, fans 316may be embedded in the exterior walls of the trailer around a perimeterof the rear of trailer 314 in rear portion 326 or rear face 328.

As shown in FIG. 9, opening 346 may be positioned along a length oftrailer 314. Opening 346 may be positioned mid-way in the length oftrailer 314, or opening 346 may be positioned between middle portion 344and rear portion 326 proximate to rear end 328 of trailer 314. Forexample, opening 346 may be positioned approximately three-quarters orseven-eighths of the way from front to rear of trailer 314. As shown inFIGS. 10, 11, and 12, opening 346 may be a longitudinal opening in thetop, sides, bottom, or any portion of trailer 314. Opening 346 mayconnect to fans 316 through one or more internal ducts 348 (shown inFIGS. 10, 11, and 12) within the portion of trailer 314 between opening346 and fans 316. Opening 346 may allow for air intake such that the airtaken in may be selectively accelerated by fans 316 toward the rear oftrailer 314 to reduce skin friction and/or pressure drag, which may aidin improving fuel efficiency as discussed above. Furthermore, fans 316may be angled to more effectively direct the air. Alternatively oradditionally, fans 316 may direct air toward the front of trailer 314,which may aid in achieving aerodynamic braking. Moreover, deactivatingfans 316 may aid in braking and/or assist trailer system 310 to slowdown by increasing the pressure drag on trailer 314. For example, fans316 may be electrically coupled to a brake pedal or cruise controlsetting within cab 312 such that fans 316 are automatically deactivatedwhen the brake pedal is depressed or the cruise control speed isdecreased.

FIGS. 13 and 14 illustrate alternative positions of opening 346′ intrailer 314′ and openings 346A and 346B in trailer 314″, respectively.As shown in FIG. 13, opening 346′ may be positioned in middle portion344′ of trailer 314′. As shown in FIG. 14, opening 346A may bepositioned between middle portion 344″ and rear portion 326″ of trailer314″, and opening 346B may be positioned between middle portion 344″ andfront portion 324″. Trailer 314 may include any number of longitudinalopenings 346 along the length of trailer 314. Openings 346 may be evenlyor unevenly distributed along the length of trailer 314, and theplurality of openings 346 may allow for air intake such that the airtaken in may be selectively accelerated by fans 316 embedded in thewalls and/or on the exterior of trailer 314. Again, fans 316 may beselectively angled to achieve aerodynamic braking and/or aid in reducingskin friction and pressure drag, thus improving fuel efficiency.Moreover, the one or more openings along the length of the trailer maybe connected to each other via, for example, ducts, or may otherwisecooperate and/or work in conjunction with each other.

In the example shown in FIG. 14, trailer 314″ may include a series offans or pumps embedded in the walls of trailer 314″. The series of fansor pumps may be embedded in the walls between opening 346A and opening346B, and may also be embedded in the walls of trailer 314 to the rearof opening 346A. Opening 346B may intake air, and fans 316 or pumpsbetween opening 346B and opening 346A may accelerate the air before theair exits at the front of opening 346A. Opening 346A may also intakeair, and fans 316 or pumps between opening 346 and the rear of thetrailer 326″ may accelerate the air before the air exits at the rear oftrailer 314. Alternatively, opening 346B and its fans 316 or pumps mayintake air and accelerate the air all the way to the rear of trailer314, with opening 346A and its fans or pumps taking in and acceleratingmore air to the rear of trailer 314. The aforementioned openings 346,346′, 346A, 346B and fans 316 or pumps both pull or suck air in and pushor accelerate air out.

FIGS. 15A and 15B illustrate additional air acceleration and directionelements that may be incorporated in any of the aforementioned trailersystems 10, 110, 210, and 310, with similar elements to trailer system10 shown by 400 added to the reference numbers. FIGS. 15A and 15B arecross-section views of exemplary rear portions 426 of trailer 414. Asshown in FIG. 15A, fan 416 may be embedded in rear portion 426 oftrailer 414. As shown in FIG. 15B, scroll fan 416′ may be embedded inrear portion 426 of trailer 414. In both Figures, duct 448 may connectfans 416, 416′ to an opening (not shown) as in FIGS. 9-14. Trailer 414may include a curved wing or projection 450, which may extend from thetop of the rear end of trailer 414. Projection 450 may be curved and mayextend at approximately a forty-five degree angle from the top of therear end of the trailer 414 or from within duct 448. Projection 450 maybe pivotable. For example, if fan 416 is not directing air toward therear of trailer 414, projection 450 may hang approximately straightdown, but if fan 416 is directing air toward the rear of trailer 414,projection 450 may pivot up to the approximately forty-five degreeangle. Alternatively, projection 450 may be fixed at an angle. Asillustrated in FIGS. 15A and 15B, projection 450 may direct the air fromfans 416, 416′ toward a center of rear end 428 of trailer 414. Directingthe air from fans 416, 416′ may assist in recovering the pressure at therear of trailer 414, which may aid in reducing drag and improving fuelefficiency. Projections 450 may also be incorporated on all four sidesof trailer 414 to direct air toward the center of the rear of trailer414, for example, in a cone-like shape.

FIGS. 16A and 16B illustrate additional air acceleration and directionelements that may be incorporated in any of the aforementioned trailersystems 10, 110, 210, and 310, with similar elements to trailer system10 shown by 500 added to the reference numbers. FIGS. 16A and 16B arecross-section views of exemplary rear portions of trailer 514, and fan516 or scroll fan 516′ may be embedded in the rear portions of trailer514, respectively, and curved wings or projections 550 may be coupled totrailer 514 to direct air, as discussed above. Fans 516, 516′ may intakeair from ducts 548. In addition, trailer 514 may include a protractionor scoop 552, which may be an angled extension that extends away fromduct 548 and includes an intake opening facing toward the front oftrailer 514. In this aspect, as trailer 514 moves through the air, airmay enter protraction 552, travel through duct 548, and be acceleratedtoward the rear of trailer 514 by fans 516, 516′.

In a further aspect, protraction 552 may be pivotable or hinged from aposition in line with the top of trailer 514, with the ducts 548 closed,to the position shown in FIGS. 16A and 16B. For example, protraction 552may be automated, such that protraction 552 may extend upward whentrailer 514 is moving at a specific speed, for example, at least tenmiles per hour, at least twenty miles per hour, at least thirty milesper hour, at least forty miles per hour, at least fifty miles per hour,etc. Alternatively, protraction 552 may be coupled to a user input, forexample, positioned in cab 12, such that an operator may extendprotractions 552 when the operator deems fit or necessary. Ifprotraction 552 is pivotable, ducts 548 and fans 516, 516′ may beprotected from debris and other elements when not in operation.Moreover, at low speeds, it may be more fuel efficient to closeprotractions 552 for trailer 514 to have a streamlined top.Alternatively, at higher speeds, it may be more fuel efficient to openprotractions 552 and operate fans 516, 516′ and direct air to the rearof trailer 514 and recover the pressure at the rear of trailer 514,reducing drag, etc. Furthermore, protractions 552 may include screens toensure debris does not enter ducts 548. Protractions 552 may also beincorporated on all four sides of trailer 514 to intake air, andprojections 550 may direct air toward the center of the rear of trailer514, for example, in a cone-like shape.

FIG. 17 illustrates additional air acceleration and direction elementsthat may be incorporated in any of the aforementioned trailer systems10, 110, 210, and 310, with similar elements to trailer system 10 shownby 600 added to the reference numbers. FIGS. 17 is a cross-section viewof an exemplary rear portion 626 of trailer 614, in which a fan 616 maybe embedded in the wall of trailer 614, for example, in rear face 628.Fan 616 may intake air through duct 648 as discussed with any of thepreviously discussed embodiments, which may include a protraction asdiscussed with respect to FIG. 16A. As shown in FIG. 17, fan 616 may beangled from a longitudinal axis of trailer 614. For example, fan 616 maybe positioned at approximately a forty-five degree angle. An angledfitting 654 may be coupled to at least one of fan 616 and/or rear face628 of trailer 614. Angled fitting 654 may retain fan 616 at the angle.Moreover, the position and/or angle of fan 616 may be adjustable. Forexample, as discussed above with respect to protraction 552, whentrailer 614 is not in motion or is traveling at low speeds, fan 616 maybe positioned within duct 648, and angled fitting 654 may close toprotect fan 616. At higher speeds, or based on user input, fan 616 maybe angled and extend out of duct 648 to accelerate and direct air towardthe rear of trailer 614 and downward toward a center of trailer 614.

Although the aspects of the foregoing figures were discussed withrespect to fans 16, 16′, 116A, 116B, 216A, 216B, 216C, 416, 416′, 516,516′, and 616 positioned on a top portion of trailers 14, 114, 214, 314,314′, 314″, 414, 514, and 614, the features may be employed at anyposition on the trailers. In particular, the fans may be positioned onall four sides of the trailers. For example, fan 416 and projection 450may be positioned on the sides and/or bottom of trailer 414 andpositioned to accelerate and direct air toward the rear of trailer 414and either to the sides or upward toward the center of trailer 414.Trailer 514 may include protractions 552 on the sides and/or bottom oftrailer 514 to intake air to be accelerated and directed by fans 516.Similarly, fan 616 and angled fitting 654 may be positioned on the sidesand/or bottom of trailer 614 and positioned to accelerate and direct airtoward the rear of trailer 614 and either to the side or upward toward acenter of trailer 614. Moreover, the air accelerated by the fans on allfour sides may be directed toward the center of the trailers, forexample, in a cone-like shape

In the above examples, changing the airspeed of the air surroundingtrailer 14, 114, 214, 314, 414, 514, and 614 may assist in reducing skinfriction by impacting the fluid boundary layer on the sides of thetrailer to reduce the drag on the trailer. The above examples may alsoassist in reducing the pressure drag by recovering the pressure at therear of the trailer by pushing air out of the rear and/or directing theair toward the center.

In one aspect, opening(s) 346 and/or protractions 552 along the lengthof the trailer may intake air and, through the series of fans or otherpumps, the air may be pulled into trailer 14, 114, 214, 314, 414, 514,and 614 and accelerated out of the rear of trailer 14, 114, 214, 314,414, 514, and 614. The direction and angle of the accelerated air out ofthe rear of trailer 14, 114, 214, 314, 414, 514, and 614 may beselectively adjusted, as discussed. In one example, the air acceleratedout of the rear of trailers 14, 114, 214, 314, 414, 514, and 614 may bedirected at multiple angles, particularly, inward in a cone-like shape.

Furthermore, it is noted that any of the aforementioned fans or fan-typedevices may include any pump-type devices to accelerate fluid, i.e.,air. For example, the pump-type devices may comprise motors, jets,propellers, any device that accelerates fluid, or any combinationthereof. Moreover, it is further noted that the systems discussed abovemay be powered by any power supply, including the vehicle's own power.For example, a device that significantly reduces the drag on a vehicleand uses minimal power may be powered by the vehicle's power withoutcreating a parasitic load. Similarly, the systems discussed above may bepowered by solar panels 20, battery pack 22, the vehicle's own power, orany combination thereof. Additionally, the speed of or power supplied tothe fan or pump-type devices may be controlled and increased ordecreased based on the vehicle speed to conserve power usage.

In an aspect discussed with respect to FIG. 7, the fan or pump-typedevices mounted on the exterior of trailer 114 may accelerate airtowards the front of trailer 112, rather than towards the rear oftrailer 112. In one example of this aspect, one series of fan orpump-like devices may be mounted on the exterior of the front portion ofthe trailer and may accelerate air towards the front of the trailer.Accelerating air towards the front of trailer 112 may assist in reducingskin friction drag. A different series of fan or pump-like devices maybe mounted on the exterior of the rear portion of trailer 112, or withina rear opening, to accelerate air out of the rear of trailer 112.Accelerating air out of the rear of trailer 112 may assist in recoveringthe pressure at the rear of the trailer, as discussed in more detailabove.

The aforementioned aspects may help to achieve increased truck freightenergy efficiency (reduced fuel burn or low consumption of any energysource), which may allow for faster and cheaper shipping for consumersand faster lead times for business-to-business customers, as well asincreases in federal regulation standards. Addressing drag may increaseefficiency with the systems discussed above and may reduce fuel burn orother energy consumption for vehicles of all sizes. Furthermore,including solar panels in the trailer systems discussed herein mayharness significant solar power, as trailers and most vehicles operatealmost exclusively in the outdoors. As such, the power necessary fromthe vehicle's own power supply may be significantly reduced.Nevertheless, including a battery pack may further provide energy storedby the solar panels when the solar panels are not generating sufficientenergy, for example, at night, on cloudy days, etc. As such, the systemsand features discussed above may reduce fuel burn, while also notsignificantly impacting the efficiency of the vehicle's own powersystems.

While principles of the present disclosure are described herein withreference to illustrative examples for particular applications, itshould be understood that the disclosure is not limited thereto. Thosehaving ordinary skill in the art and access to the teachings providedherein will recognize additional modifications, applications,embodiments, and substitution of equivalents all fall within the scopeof the features described herein. Accordingly, the claimed features arenot to be considered as limited by the foregoing description.

What is claimed is:
 1. A vehicle or trailer assembly, comprising: atleast one longitudinal opening along a length of the vehicle or trailerassembly, wherein the at least one longitudinal opening is inset into anexterior of the vehicle or trailer assembly and connects to a rear ofthe vehicle or trailer assembly; and at least one fan or pump embeddedin the walls or exterior of the vehicle or trailer assembly, wherein theat least one fan or pump is embedded in the walls or exterior along atop edge or at least one side edge of a trailing end of the vehicle ortrailer assembly.
 2. The vehicle or trailer assembly of claim 1, whereinthe assembly comprises two longitudinal openings along the length of thevehicle or trailer assembly; and wherein the at least one fan or pump isembedded in the walls or exterior of the vehicle or trailer assemblybetween the two longitudinal openings.
 3. The vehicle or trailerassembly of claim 2, wherein one of the two longitudinal openingsconnects to the rear of the vehicle or trailer assembly through one ormore internal ducts within the walls of the vehicle or trailer assembly;and wherein the at least one fan or pump includes a plurality of fans orpumps embedded in the walls or the exterior of the vehicle or trailerassembly around a rear face of the vehicle or trailer assembly, andwherein each fan of the plurality of fans directs air at an anglerelative to a longitudinal axis of the vehicle or trailer assembly suchthat the plurality of fans direct air out of the rear of the vehicle ortrailer assembly in a cone-like shape.
 4. The vehicle or trailerassembly of claim 3, wherein the at least one fan or pump includes aplurality of fans or pumps positioned on a top or sides of the rear ofthe vehicle or trailer assembly, wherein at least one of the twolongitudinal openings connects to the plurality of fans via the one ormore internal ducts, and wherein the internal ducts extend parallel to adirection of travel of the vehicle or trailer assembly.